Release valve



Feb. 20, 1940. E DY R 2,190,980.

RELEASE VALVE Filed March 24, 1938 2 Sheets-Sheet 1 74 INVENTOR f 1tines 0y? ATTORNEY Patented Feb. 20, 1940 RELEASE VALVE Ernest L. Dyer,Kansas City, Kans.

Application March 24,

8 Claims.

This invention relates to air-brake equipment and more particularly to arelease valve for draining the emergency and auxiliary reservoirs in thebraking mechanism of a railway car when 5 the car is disconnected from atrain for switching purposes. In the present braking equipment thesevalves are of the poppet type and it is necessary for the trainmen tohold the valves open until the reservoirs have drained sufiiciently torelease and prevent application of the brakes.

It is, therefore, a principal object of the present invention to providea release valve constructed so that it is retained open automaticallyuntil air pressures in the reservoirs have 15 exhausted sufliciently andthen to automatically closeso that it is not necessary for the trainmento wait until the air has drained before leaving the car.

It is also an imporant object of the present invention to provide arelease valve structure which assures that the air pressure will bedrawn down to the point where the air is ineffective in application ofthe brakes.

A further object of the invention is to provide a release of thischaracter that may be manually closed after any predetermined amount ofair has been drained from the system.

In accomplishing these'and other objects of the invention, ashereinafter pointed out, Ihave provided improved details of structure,the preferred form of which is illustrated in the accompanying drawings,wherein:

Fig. 1 is a diagrammatic perspective view of a tank having emergency andauxiliary reservoirs, .a braking cylinder, and a triple valve of abraking system suchas used in connection with an ordinary freight carand equipped with an air release valve embodying the features of thepresent invention.

Fig. 2 is a longitudinal section through the release valve showing thevalve parts in position for closing the outlet ports to retain airpressure within the auxiliary and emergency reservoirs.

Fig, 3 is a longitudinal section through the valve on the line 3-3 ofFig. 2.

Fig. 4 is a section similar to Fig. 2 but showing the valve parts inposition for opening the outlet ports.

Fig. 5 is a cross-section through the release valve on the line 5-5 ofFig. 3.

Fig. 6 is a detail perspective view of the valve 'opening member.

Fig. 7 is a detail perspective view of the piston for automaticallyreturning the main valving member to closed position.

Fig. 8 is a detail perspective view of the main valve.

Referring more in detail to the drawings:

I designates the air-tank included in the braking system of a railwaycar and which has its 1938, Serial No. 197,840 (Cl. 303-80) interiordivided to form separate emergency and auxiliary reservoirs respectivelyconnected with a triple valve 2 through pipe lines 3 and 4 for supplyingair to a braking cylinder 5, the air being supplied to the tank I by wayof the triple valve through connection with the train line 6. The partsjust described are conventional freight car brake equipment and functionto set the brakes of the car when pressure is dropped in the train line6. In equipment of this character it is necessary when removing a carfrom a train to exhaust the auxiliary and emergency reservoirs toprevent setting of the brakes upon disconnection of the air line so thatthe car may be switched. This is ordinarily effected by a hand operatedrelease valve of the poppet type that is connected with the auxiliaryand emer-. gency exhaust ports 1 and 8 of the triple valve, the ports 1and 8 being formed in a lateral extension 9 of the triple valve to whichthe release valve is secured.

is necessary for the trainmen to hold the valve in open position untilthe pressures in the reservoirs have dropped to the point where theycontain insufficient air to actuate the braking system. I have,therefore, provided an improved type of release valve which, after beingtripped is semiautomatic in operation, so that it is automaticallyretained in open position until the required amount of air has beendrawn from the respective reservoirs at which time the valveautomatically closes. .When the car is again connected in a train, thetrain line 6 is-again effective in building up pressures in thereservoirs. I designates a release valve constructed in accordance withthe present invention and which includes a cylinder-like housing IIhaving a lateral extension I2 terminating in an attaching plate I3 thatis connected with the lateral extension 9 by fastening devices such ascap screws I4. The cylinder II has piston chambers I and I6 in the endsthereof and an intermediate valve chamber I'I communicating directlywith the chamber I6 but separated from the chamber I5 by a partition I8.The piston chambers I5 and I6 are respectively connected at their innerends by ducts I9 and 20 connected with the exhaust In a release valve ofthis conventional type it ports I and 8 previously mentioned, while theouter ends of the chambers l5 and I6 are connected with outlet ducts 2|and 22 that are formed in a depending rib-like boss 23 on the side ofthe cylinder vI I, and which open into the valve chamber I! throughports 24 and 25. The outer ends of the cylinder II are closed by heads26 and 21 that are preferably threaded into the ends thereof, as clearlyshown in Fig. 2. The heads 26 and 21 have axial bosses 28 and 29provided with aligning bores 30 and 3| opening inwardly from the pistonchambers I5 and I6 to slidabiy mount the outer ends of piston rods 32and 33 respectively carrying disk-like pistons 34 and 35. The pistons 34and 35 are loosely mounted in their respective chambers so as to provideannular passageways 36 and 31 about the peripheries thereof, whereby airflowing through the ducts "and 26 may discharge through the ducts 2| and22, as later described.

Formed in the valve chamber H, on the side having the ports 24 and 25,is a flat valve seat 38, for slidably mounting a main valve 39 having aflat seat engaging face 40 that is adapted to respectively close theports 24 and 25 and to establish communication thereof with an outletport 4| through a recess 42 that is formed in the bottom face 40 of thevalve member 39. The valve 39 has a lug 4,3, projecting from the sideopposite tothe face 46, and which'is provided with an opening .44loosely supporting the inner end 45 of the piston rod 33. Formed on thepiston rod and adapted to engage the lug on the side thereof facing thepiston 35 is a stop collar 46 to effect shifting of the piston when thevalve is v moved to establish communication of the ports 24 and 25 withthe port 4|.

The valve is yieldingly retained on its seat by a leaf spring- 41 thatis 1 secured to the lug by a cap screw '48 and which has upwardly curvedends 49 and 50 bearing against the upper surface of the valve chamber asclearly shown. in Fig. 2.

The port 4| connects with a duct extending longitudinally of the duct 2|to connect with a passageway 52 that is formed in the partition.

l6 and which connects with the inner end of the piston chamber |.5through an axial port 53 normally closed by a cone-shaped valve 54 car-.

ried on the inner face or the piston 34. The

piston 34 is normally retained in position for effecting closure of theport 53 by means of a coil spring 55 that is positionedin the bore 36and has one and bearing against the bottom thereof and the opposite endagainst thepiston rod as shown in Fig. 2. The duct 5| also connectswith-a port 56 opening through the valve seat atthe end opposite theports 24 and 25, the port 56 being arranged so that when the ports Thebore 3| likewise carries a coilspring 58,

having one end bearing'against' the bottomvthereof and its opposite endagainst 'the end ,of the piston rod to normally urge the piston 35' tomove the valve in covering relation with the ports 24, 25 and 56 so thatair pressure may be built up within the respective reservoirs of thetank I.v

In order to manually shift the slide valve, I provide a valve actuator59 as best illustrated in Fig. 6, and which includes a head 66 rotatablymounted ina cylindrical recess 6| offset from the side of the valvechamber as shown in Figs. 3 and 5, but which connects therewith throughan opening 62. and 64 substantially conforming to the radius of therecess and has flattened sides 65 and 66 that are engaged by plungers6'! ,and 68 slidably mounted in bores 69 and extending laterally fromthe recess 6| in parallel alignment with the axis of the cylinder II.have spring sockets 1| and 12 for accommodating coil springs 13 and 14having their opposite ends bearing against plugs and 16 closing The head66 has arcuate ends 63- The plungers 61 and 66 the outer ends of thebores 69 and 16. The spring pressed plungers bearing against the flatsides 65 and 66 of the head 66 normally retain the head in position sothat a lug I1, projecting from.

the arcuate face 64, extends into a recess 18 of the valve, the recessbeing of substantially greater width than the lug to permit fullmovement of the slide valve responsiveto the spring 58 when the lug I1is retained in its normal position by the plungers 61 and 66 as shown inFig. 3. The recess 18 is formed between the lugs 13 and 80 projectingfrom the side of the slide valve 84 by which the head may be rotated toeffect manual shifting of the slide valve into open posi I tion wherethe ports 24 and- -are connected with the exhaust port 4| and the port56 is open to the outlet duct 51 'to effect draining of 'the reservoirs.I

Assuming that the car carrying the braking system is connected in atrain, the reser'voirs of the tank I contain full air, pressurenecessary in actuating the brake cylinder upon functioning of the triplevalve incidental. to drop in the train line pressure.-- Since thepressures in the respective piston chambers areequalized on oppositesides of the pistons 34 and .35, the springs- 55 and 56 are effective inretaining the valve 54 in closing relation with the port 53 andthe-slidevalve in position for closing the ports 24,25 and 56, thereby retainingthe pressure within the respectivereservoirs. 1

When the, car is to be disconnectedfrom the train for switchingpurposes, it is necessary to drain the air from the auxiliary andemergency reservoirs to prevent automatic 'setting' of they brakes.'Thisis effected; by actuating the, lever 84 to rotate the head 660i thevalve actuating member so that the lug TI thereonengages the lug 80 ofthe valve to effect shifting thereof and movement of the piston 35against action of the spring 58, thereby-establishing communication ofthe ports 24 and 25 with the port 4|. through the recess 42, anduncovering the port 56. :Air then begins to exhaust from the pistonchamber l5, through the duct 2|, port 24, recess 42, port 4|, and outlet51, and from the piston chamber |6 by way of the duct 22, port 25,recess 42, port 4| and outlet duct 51, thereby causing drop in pressuresatthe outer sides of the pistons. The piston 35 retains its shiftedposition and the piston 34 is moved into position for uncovering theport 53 sothat air passing through the port I may exhaust directlythrough the port 53, passageway 52, duct 5| and outlet port 51 tdexhaustair from the auxiliary reservoir. Simultaneously air from the emergencyreservoir drainsthrough the port 8, duct 26 and valve chamber throughthe port 56, duct 5|, and outlet port 51. Imme--' sion of the spring 58,whereupon the, valve is returned to position for closing the ports 24,25 ai1d 56. Likewise when the pressure has dropped on the valve side ofthe piston 34, the spring 55 i is effective in shifting the piston andvalve 54- to close theport 53. l v

From the foregoing it is obvious that 1 have provided "a simple releasevalve that may be manually actuated to effect opening of the valve portsfor draining the auxiliary andemergency reservoirs and which willautomatically remain open until, the pressure in the reservoirs hasdropped sufficiently to permit expansion of the springs 55 and 58whereon the exhaust ports are automatically closed to reestablishbuilding up of pressure in the respective reservoirswhen the car isagain connected-with the trainline.

What I claim and desire to secure by Letters Patent is: 1 l

1. In combination with the braking system of a railway car includingauxiliary and emergency reservoirs, a triple valve connected with thereservoirs' and having exhaust ports for bleeding the reservoirs-arelease valve connected with the exhaust ports of the triple valve,actuating means for manually moving the release valve to bleed thereservoirs by way of the triple valve, pressure responsive meansconnected with the release valve for automatically retaining the releasevalve in open positionuntil pressure in one of said reservoirs hasdropped to a predetermined pressure, a separate valve initially openedresponsive to actuation of the release valve to bleed the otherreservoir, and means independently seating saidlast named valve when thepressure in said other reservoir ha s dropped to a predeterminedpressure.

2. In combination with the braking system of a railway car includingauxiliary and emergency air reservoirs, a triple valve connected withthe reservoirs and having exhaust ports for bleeding valve-means havingconnection with the valve mechanism for automatically suspendingbleeding of the reservoirs by said release valve upon a predetermineddrop of pressure in one of the reservoirs, andindependent means actuatedresponsive to opening of the release valve for suspending bleeding ofthe other reservoir upon a predetermined drop of pressure in said otherreservoir. i

3. In combination with a brake system of a railway car includingauxiliary and emergency reservoirs, a triple valve. having connectionwith the respective reservoirs and provided withoutlet ports forexhausting the reservoirs of pressure, a release valve connected withsaid ports, means manually opening the released valve to bleed saidreservoirs by way of the triple valve, pressure responsivemeans'connected with the release valve for retainingwhe release valvein. open position, a spring for closing the release reservoirs, a triplevalve having connection with the respective reservoirs and provided withoutlet ports for exhausting the reservoirs of pressure, valvesrespectively closing said ports, means for manually opening said valves,pressure responsive means connected with" the valves for retaining thevalves in open position, and springs having engagement with the pressureresponsive means for closing the valves upon a predetermined drop ofpressure in said reservoirs.

5. A valve of the character described including a housing having apiston chamber provided with inlet and outlet ports, a piston movableinthe chamber between said ports, a duct connected with the outlet port,a valve member having con- 7 nection with the piston for controllingdischarge piston, said actuator having lost motion'connection with thevalve member to permit return of thevalve member responsive to saidspring and to efiect manual return of the valve member by said actuatorindependently of said spring.

. aduct connected with each outlet port, avalve member having connectionwith one of the pistons for controlling dischargethrough'the ducts, avalve actuator for moving the valve member to open position, exhaustducts connected with said chambers, a valve member on the'other pistonfor controlling one of said exhaust'ducts, the other of which iscontrolled by the first named valve member, and springs for returning,the valve members to closed position when pressures equalize on therespective sides of said pistons.

' '7. A valve of the character described'including a housing havingseparatepistonchambers provided withinlet and outlet ports, pistonsmovable in the respective chambers between said ports, a valve member,ducts connecting the outlet ports with the valve member, means manuallyshifting the valve member including one of said pistons for establishingflow through said ducts to effect movement of the other piston, anexhaust duct having ports connected with the inlet sides of said pistonchambers, a valve connected with said other piston normally closing flowthrough one of the last named ports and opened responsive to movement ofsaid other piston, said other last named port being controlled by thevalve member, and springs for returning the pistons to valve closingposition upon predetermined drop of pressure.

8. A device of the character described including a housing having inletand outlet ports, a valve slidably mounted in the housing for.controlling the outlet port, actuating means loosely connected with thevalve for shiftingthe valve to establish communication between saidports and to selectively return said valve to position for closingcommunication between said ports, means in the housing responsive to apressure fluid medium flowing through said ports for retaining the valvein open position, spring pressed means, and means for returning saidvalve to port closing position incidental to a predetermined pressuredrop in said fluid medium independently of said actuating means.

ERNEST L. DYER.

